Transmission



Aug. 19. 1924. 1,505.3@

' R. N. ICKES Y TRANSMISS ION Filed March 15, 192?. 4 Sheets-Sheet l R. N. ICKES TRANSMISSION 4 sheets-sheet Filed March i5, 1922 V fm R. N. ICKES Aug. A19 y1924.

TRANSMISS ION Filed March 13 1922 4 Sheets-Sheet 4 Syvum/Won Rq/ymondNl-cas,

yStimm/WM A Patented iug i9, 1924.

frleaner/rissIon,`

Application :filed March 13, 1922. Serial No. 543,37.

To all @07mm t may concern.'

Be it known that I, RAYMOND N. lonns, a citizen of the United States, residing at Altoona, in the county of Blair and State of Pennsylvania, have invented certain new and useful Improvements in Transmissions, of which the following is a specification.`

This invention relates to motor driven vehicles and other machines and has for its primary object a transmission arrangement whereby continuous transmission of energy is made possible through a system of gears` that is arranged to give various speeds and gear, which Yfeature will add? greatly to thel life of the gears and to the transmission.

Another object of this invention isto provide a power transmission device w ich can be readily used as a brake in case the ordi nary foot and emergency brakes 'faily this feature adding greatly to the safety feature of heavy trucks when equipped with'this type of transmission.

i further object of this invention is to provide a transmission device wherein 'the operator can instantly select any rspeed or gear ratio without reference to Aany other ar or set of gears in the transn'iission, thus ving the necessity of going through all the lvarious gear changes in going from one eK- treine to the other.

This feature in combination with a selection indicating 'feature which l have provided in connection with the transmission assembly adds to the Yfacility and ease with which cars and trucls equipped with this invention can be operated.

With these and many objects in view without departing from the spirit or scope of the invention, but a preferred and practical embodiment of the invention is shown in the accompanying drawings in which;

` Figure i is a plan view of my improved transmission device showing the 4forward and the reversing units in operative relation.

Figure la is a partial end elevation of the construction shown `in Figure l.

Figure Q/is a sectional view taken on the line QW@ of Figure l, and shows the manner of placing' the gears in the housings toge'tlier with a. portion of the gear changing mechanisin, together with certain parts of the brake.

Figure 3 is a sectional view takenon the lineB- B of Figure l and shows the arrange ment of the gears in the reversing units.l

Figure i is an elevational view of the gear shift arrangement which provides means through which the various brake bands are released or tightened.

yFigure 5 is a plan view of the gear shift lever rack shown in Figure 'l of the drawings. y

Figure ti is a plan and elevational viev1 of one ofthe tension springs used in connection with the gear shift arrangement shown 'in Figure 4l of the drawings.

Figure 'T is an elevation and edge view of the eccentric used in connection' with the brake bandshown in operation position in Figures 2 and 8.

y Figure S shows a view of the clutch pedal arrangement used in connection with this transmission. n

Figure 9' shows another view of vthe clutch pedal.

igure i0 shows two views of the bar used in the gear ratio changing operation.

Figure 11 shows a view of the gear selective indicating arrangement used in connection with my new transmission,

Similar reference numerals refer to similar parts throughout the several figures of the drawings.

In carrying out this invention and its application to a modern automobile or truck, l do not alter the construction of the gasoline engine or any part associated therewith, nor do 1 alter the differential or the parts thereof, but instead of the usual sliding gear transmission as usually applied to both the gasoline and steam cars, l provide my new type of transmission designated in its entirety by the numeral 10, and consists primarily of a casing 11, in which is positioned a plurality of driving unit compartments 12. Each compartment is provided with an individual gearing unit, the number of said units determine the number of forward speeds in the transmission, hence it is possible to obtain any speed by the gear ratio in the compartment.

1n the application of this transmission to an automobile or truck, the drive shaft 13 is continued back from the clutch, and passes through a roller bearing 14, which is preferably provided with a suitable design of thrust bearing, and has securely attached thereto a spiral bevel gear 15, which is adapted to mesh with ya similar gear 16, which is securely attached to a drive shaft 17, positioned at right angles to the primary drive shaft 13, and has positioned thereon as an integral part thereof, a lug 18, adapted to engage a slide bar 19 when rotation of the shaft is to be restricted.

The shaft 17 is further provided with a spiral bevel gear which rotates on a shaft extension 21, adapted to rest in a ball thrust bearing 22, positioned in a rotatable ball bearing frame 23.

rlhe gear 2O is adapted to mesh with and drive a similar gear 24, which is securely attached to a shaft and` rotates in a combined ball thrust or roller bearing 26, a gear 27 attached to the opposite end of shaft 25 is similar in all respects to the bevel 15 shown in the first unit.

The units designated as U and U', are

'similar and the description of one will suftice for that of the other. Let us assume that shaft 13 is rotating in the direction of the arrow and the bevel gear 15 meshes with the gear 16 which will revolve toward the shaft 13, the gear 2O being positioned on the shaft 17 will rotater the gear 24 in the direction shaft 13 rotates at a speed proportional to the gear ratio. If the shaft 17 is prevented from rotating through the action of lug 18 engaging the bar 19, (which action will be fully explained later in the specication) and the shaft 13 continues to rotate, gear 16 will travel around gear 15 at the same speed of rotation as the shaft 13, carrying with it the frame 23 which rotates on ball bearings 28, positioned in races 30, and 31, on either side of the frame. The speed of the gear 24 will likewise be the same as the speed of the shaft 13.

Referring now to Figure 2 of the drawings which shows a sectional view taken on the line 2-2 of Figure 1 it will be observed that the frame 23 is provided with a cross bar 32, in which there is adapted to slide a locking plate 33. The locking plate 33 is provided at the uppermost end 34 with a leaf of a semielliptical spring 35, the center portion of which is secured to the sliding plate 33 through a screw 36 or similar means. The ends of the spring 35 engage the surface 37 of the frame 23, as shown in Figure 2 of the drawings.

The opposite end 38 of the bar 33 is likewise provided with a leaf of a semielliptical spring 39, which is adapted to augment the function performed by the spring 35, viz, in keeping the bar 33 down in such position that the bar will engage the lug 18 on the shaft 17 and prevent the same from rotating at which time unit designated at ll will be in what is knowny as high gear or the drive will be direct through to gear 24 'without any change of speed of rotation.

In order that the gears in unit U as well as U or similar units may be thrown into action some positive means must be provided to push the bar 33 back out of engagement with the lug 18 on the shaft 17. This mechanism must necessarily consist of a selective device such that the unit desired can be thrown from the high gear posit-ion in which the frame 23 travels around the gears 15 and 24 to any other position desired in which the frame is clamped by the band 40 and held suc-h that the gears 16 and 20 rotate and thereby drive the gear 24 as eX- plained above.

The band 40 is fixed at one end 41, to a lug 42 positioned on the inside face of the case 11 which carries the units U and U. In order to clamp the band 40 on the frame 23 the free end 43 is interlocked with an eccentric disk 44 which is rotated by means of a shaft 45, which is adapted to pass through a square hole in the disk 44, and secured thereto by a nut 46, as shown in Figure 2 of the drawings.

For the purpose of rotating the shaft 45 there is provided a resilient element 47 having attached thereto a circular head 48 in which a toothed disk 49 is adapted to t. The toothed disk 49 has a square opening 50 which is adapted to fit the opposite end 51 of the shaft 45. The construction of the toothed disk 49 readily permits of any adjustment of the head which is essential in order to get the correct tension of thebrake band on the frame 23.

The resilient element 47 is preferably` made from a piece of leaf spring steel and provided with an end terminating in a ball 52 which is adapted to rest on the topedge of a slide bar 53, or engage oneof the recesses 54 cut therein as clearly `shown in Figure 4 of the drawings. The slide bar 53 isoperated through a lever 55 to which the bar 53 is attached through a connecting link 56 having a pin connection at the ends 57 and 58, as shown in Figure 4 of the drawings. The bar 53 is provided with adequate supports 59, each of which are made as an integral part of the case.

The actuating lever is provided with a rack 60, which contains a plurality of recesses 61, each of which corresponds to a notch 54 in the bar 53. A bar 62 against which a leaf spring 63 is adapted to press serves to keep the operating lever 55 in position and also to keep the saine from rattling due to the motion of the car.

They operating lever 55 is provided with a sliding fulcruin designated in its entirety by the numeral 64, and consists essentially of a fulcrum block 65 in which a ball shaped end 66 of the lever 55 is adaptedto rest. The fulcrum block 65 is preferably dovetailed in a base block 67 which is adapted to rest on the floor of the car or other stationary part. The fulcrumblock 65 is provided with a projection 68 that iinpinges against a quadrant arm 69 of the clutch pedal 70, and continues to` press against the quadrant vby virtue of a helical spring 71 which is positioned between the upright standing lug 72 and the face 73 of the sliding fulcruni block 65 as' sho-wn in Figure 8 of the drawings. The. clutch lever having been pushed ahead to its farthest position the pin 68 passes in behind the end 74 thus locking the clutch out of engagement. This action serves to keep the transmission neutral. To throw the clutch in again the quadrant rack is used as a fulcrum and the fulcruin 'block 65 is pressed against the helical spring 1, overcoming the spring tension and permitting the clutch lever to again return to the clutch engaged position at which time the car will inove byl virtue of the gears in theunits being in operation.

Referring now to Figure 3 of the drawings which is a section taken on the line of Figure 1 and is termed the reverse unit in that, within this unit, the reverse action of the car is obtained. This unit consists essentially of a plurality of helical bevel gears 75 and 7,5a of the same size each mounted on shafts which rotate in ythe recess 54 in the lever 53.

combined radialy and thrust bearings 76. Meshing with these gears there are preferably three'bevel y'gears 77 spaced 120O apart to give any even balance for operation. Two

ofthe gears 77 act as idlers and assist to `jection 84 which is adapted to engage a right angled shoulder 85 on a locking bar 86'by virtue of the resilient elements 87 and 88 tending to keep the locking bar in contact'with the lug on theshaft. When this condition obtains spring 89, Figure 4, restson the bar 54 and the gear 77 is locked against rotation. The gear being thus locked against rotation causes the fraine 7 8 to revolve as one unit carrying the gears positioned therein around the shaft 13 as a center, and the direction of motion of shaft 90 will be the samel as that of the shaft 13 at the opposite end of the transmission.

Let us now assume that the lever .55 is thrown to the opposite end of the rack 60, to such a point that the ball 91 will engage Drawing the lever the band 92 will be tightened around the frame 7 8, compressing the springs 87 land' 88, thus pushing the locking` bar 86 back such that the shoulder 85 will be disengaged frorn the lug 84 on the shaft 82 permitting gear 77 to revolve while the frame 78 is held from revolving by the brake band 92, the gear 75 now revolves in one direction while the gear 75?Lk turns in the reverse direction, hence this'uuit is known as the reversing unit.

i vrHaving thus placed the car in reverse gear by moving the lever 55 as described,y if we begin to inove the lever back towards its former position we will first disengage the ball 91 from the recess 54. the band 92 will release frame 87 and the bar 86 will again slide back until the lug 84 engages the shoulder 85 on the bar causing the gear 81 to stop rotation, the frame 87 will then re volve as stated above giving the car its former forward motion.

If we continue to draw the lever 55 back we releasel thebrake band 4() on the second unit releasing the frame 23 and. permit the which time the frame 23 will revolve as stated above.

l have provided my new transmission with an indicating device which is adaptedto showthe operator at a glance the unit in the transmission that is in operation with reterenceto the low speed gear, the intermediate, high or neutral, and this device consists primarily of battery designated by the numeral 93 having the usual positive and negative poles 94 and 95 respectively. From the positive pole 94, a wire 96 is led oil and attached to a terminal 9'2", the tace 9S ot which makes a wiping contact with the top surface 99 of a sliding bar 100 attached to the lever 55 through a link 101 as shown in Figure 11 ot the drawings. The bar 100 is further provided with contact point 109. which is adapted to coact with a similar contact point 103 positioned in a water proof box 104 located and carried by a bracket 105, secured to the case 11 ot the transmission. The contact point 103 is connected by a wire 106 to an indicatingregister or lamp bos 10i7 in which rthere is positioned a lamp H' through which current passes to the opposite or negative pole 95 ot the battery. This indication tells the driver at once that the third unit is in operation and that the car.

is in high gear as shown by the lamp H b'eing lighted. f

rllhe high, intermediate, low and reverse positions are located such as to give a corresponding letter indication in the lamp box, when the lever 55 is thrown to such position. i

Since the neutral position oit' the gear depends upon the position of the clutch pedal 70, it being necessary to push this lever down to suoli a position that the pin locks with the quadrant 69 it is essential that any indicating` mechanism that is attached to the transmission would have to be identified with this locking movement, and to this end I have designed acontact device designated by the numeral 108` and consists primarily ot a housing 109, in which thereis positioned a plurality of wiping contact points 110 and .111 each of which are adapted to be engaged by a sliding contact wiping bar 119l which is attached to a bolt 113 attached to a sliding block 641- an-d adapted to move by virtue oia an helical spring 71 as shown in Figure S ot the drawings. It will thus be seen that when the foot pedal is pushed forward they p'in 68 will pass in behind the end of the quadrant 69 permitting the spring 71 to eX- tend and thus draw the contact points 110, 111, and 112 together completing the electric circuit tt'rom the positive side of the battery through the lamp designated by the letter N, to the negative side of the battery.

By the use ot a separate lever attached to the lever 55, Figure 4, and extending back to the reverse unit lever 89 it is quite possible to first throw in the reverse unit, then through the operation of the lever 55 in the usual manner it is possible to obtain any desired speed in reverse motion. This feature is iound quite useful in heavy cars and heavy trucks.

it will be comparatively easy for any skilled in the art to which this invention belongs to malte various changesand moditications without departing from the spirit or scope ot the invention, and it is further believed that the samecan be readily understood without further description.

l claim 1.ln combination .with a power transmission device, power units forming the device, a frame in each unit, means tor rotating the trame, a shaft carried in the trame, bevel gears onthe shatt, a lug on the shaft, a locking bar adapted to engage the lug to prevent rotation and means 'for engaging and disengaging they bar 'from the lug.

2. A transmission deviceincluding a plurality ot speed gearing units and a reverse gearing unit, said speed gearing units each comprising a driving and ydriven gear, a trame rotatably mounted between said driving and driven gears, a-diametrically disposed shatt carried by said trame and rotatable therein, gears on said shattrespectively meshing with said driving and driven gears, means for normally locking said shaft against rotation, `and manually controlled means tor releasing said locking means.

3. A transmission device including a plurality ot speed gearing units and a reverse gearing unit, said speed gearing units each comprising a driving and driven gear, a :trame rotatably mounted between said driving and driven gears, a diametrically disposed shatt carried by said trame and rotatable therein, gears on said shaft respectively meshing with said driving and driven gears, means for no 1mally locking said shaft comprising an olii-set lug on the shaft, a spring pressedlocliing bar arranged at right angles to the shaft, and manually controlled means 'for shifting said bar out ot obstructing relation with said lug.

4c. A transmission device including a casing, speed gearing units and a reversing gearing unit mounted in said casing, each of said units including driving and driven gears mounted in axial alignment and frames rotatably mounted in said casing between the driving and driven gears of each unit, gearing mounted in and carried by the cally of said rotatable trames, compressible f bands surrounding the trames and adapted to release said looking members, cams for manipulating said bandsg actuating arms for said Cams and a manually shiiitable bar y common t0 all of said actuating arms.

5. In a transmission device ot the class described, the combination with a driving and driven gear of a rotatable vtrame having a shaft disposed diametrieally thereof and journaled therein, an offset lug on the shaft, gears Carried by the shaft and meshing With said driving and driven gears, a looking member also arranged diametrioally of the rotatable trame and disposed at right angles to said shaft, a spring for maintaining said looking member in obstructing relation to said lug, and a relatively eontraetible band surrounding the frame and adapted to engage with said looking member to shift it against the tension ot said spring thereby to release it from looking relation to said lug,

In testimonyT whereof he a'fiiXes his signature.l

RAYMOND N. ICKES. 

